Electronic weighing system and method for railcars

ABSTRACT

A railcar has an on-board system for weighing a load of the railcar. A center plate load cell is attached to the bottom of the railcar body and supports the first end of the railcar body on a truck assembly via the center bowl of the truck assembly. A pair of side bearing load cells are mounted to the bottom of the railcar body so as to flank the center plate load cell. A pair of side bearings are positioned on the top surface of the truck assembly bolster in alignment with the pair of side bearing load cells. Circuitry sums signals from the center plate load cell and the pair of side bearing load cells to provide a summed output corresponding to a weight of the railcar load. The summed output is conditioned and transmitted via a satellite and/or cable system to a remote receiving station.

CLAIM OF PRIORITY

This application is a continuation of U.S. application Ser. No.13/600,053, filed Aug. 30, 2012, which is a continuation of U.S.application Ser. No. 12/705,028, filed Feb. 12, 2010 (U.S. Pat. No.8,258,414, issued Sep. 4, 2012), which claims priority from U.S.Provisional Patent Application Ser. No. 61/152,082, filed Feb. 12, 2009.

FIELD OF THE INVENTION

The present invention relates to railcars and, more particularly, to asystem for measuring the weight of railcar loads.

BACKGROUND

Transporting commodities by common rail carrier is one of the mosteconomical and efficient means to move commodities to destination pointsacross North America. Most railcars transport a certain volume or weightof commodity which determines the commercial value of materials beingshipped. Most railcars are loaded to capacity of the railcar by eithervolume or weight. In either case, the weight of the commodity isessential to determine the value of commodity being transported.

There are several prior art devices that can detect and communicate to auser if a railcar is either empty or loaded. These devices are basicallyposition devices that determine the compression of a railcar trucksuspension spring. Such a device indicates whether the suspension springis fully compressed (loaded car) or fully relaxed (empty car). Thismethod does not measure the specific weight of the railcar, but ratherthe status: either empty or loaded. Furthermore, such devices are notsuitable for transmission of the load information to a remote location.

Prior art weighing devices also are typically unable to withstand therigors of the railcar environment. Therefore, in today's shipping world,railcar weight is commonly measured at origin and destination pointswith in-rail track scales. This process is slow and susceptible to falseweight measurement.

Weighing devices that use load cells that are on-board railcars areknown. For example, U.S. Pat. No. 6,441,324 to Stimpson discloses aweighing system for railroad cars where a load cell is designed to fiton the bottom of the railcar center plate and fit into the railcar truckcenter bowl. The output of the load cell is provided to a telemetrytransmitter, which transmits an indication of weight to a user. Whilethe vast majority of a railcar weight is located above and through thecenter plate, all railcars experience some sideways rock and roll due torail track curvature, banking and other irregularities. As a result, therailcar rocks, or pivots, on the center plate. The amount of rock androll a railcar exhibits is controlled by the side bearings. Under mostconditions, moving or stationary, a railcar will be leaning to one sideand on one of these side bearings. This causes a weighing system basedsolely on the center plate, as is the case for the '324 patent, to beinaccurate on many occasions.

A need therefore exists for a weighing system that is accurate, durableand that may transmit data to a remote location.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side elevation view of a tank car equipped with anembodiment of the system of the present invention;

FIG. 2 is a bottom perspective view of the body bolsters and tank of thetank car of FIG. 1;

FIG. 3 is an enlarged top perspective view of one of the truckassemblies of the tank car of FIG. 1;

FIG. 4 is an end elevation view of central portions of one of the bodybolsters of FIG. 2 and the truck assembly of FIG. 3 illustrating theconnection between the center plate of the body bolster and the centerbowl of the truck assembly;

FIG. 5 is a perspective view of a center plate load cell in anembodiment of the system of the present invention;

FIG. 6 is a bottom plan view of the center plate load cell of FIG. 5;

FIG. 7 is a front elevation view of half of a body bolster and half ofthe truck bolster illustrating double roller style side bearings;

FIG. 8 is a front elevation view of half of a body bolster and half ofthe truck bolster illustrating fiction block style side bearings;

FIG. 9 is an enlarged perspective view showing a side bearing load cellwith a double roller style side bearing;

FIG. 10 is an enlarged perspective view showing a side bearing load cellwith a friction block style side bearing;

FIG. 11 is an enlarged perspective view showing a side bearing load cellwith a constant contact style side bearing;

FIG. 12 is a circuit diagram showing the circuitry associated with thecenter plate load cell and side bearing load cells in an embodiment ofthe system of the present invention;

FIG. 13 is a flow chart illustrating processing of summed load cellsignals from the circuit of FIG. 12 in accordance with an embodiment ofthe system and method of the present invention;

FIG. 14 is a flow diagram illustrating the data transmission andreception components in an embodiment of the system of the invention.

DETAILED DESCRIPTION OF EMBODIMENTS

A tank car equipped with load cells, transducers and sensors in anembodiment of the system and method of the invention is indicated ingeneral at 20 in FIG. 1. While a tank car is illustrated, alternativetypes of railcars may be employed with the system and method of thepresent invention as well. As is well known in the art, the tank carfeatures a tank 21 that is supported upon front and rear truckassemblies 22 a and 22 b by front and rear body bolsters 24A and 24 b,respectively. The tank car wheels 26 a and 26 b are mounted to the frontand rear truck assemblies 24 a and 24 b. As an alternative to theindividual separate body bolsters of FIG. 1, the railcar could feature afull underframe including integrated body bolsters. The tank, or otherstorage unit, and the supporting body bolsters or similar structure,make up the body of the railcar.

As illustrated in FIG. 2, the body bolsters 24A features a pair ofbolster webs 28 and 32 to which bottom flanges 34 and 35 are attached.The bolster webs flank the draft sill 36, which serves as a housing forthe railcar coupler. A center plate 38 is attached to the bottom surfaceof the draft sill, typically by bolts. The center plate features acentral opening 40.

An enlarged view of the truck assembly 22 a of the tank car of FIG. 1 isprovided in FIG. 3. As illustrated in FIG. 3, the truck assemblyfeatures a pair of side frames 44 and 46 which support the railcarwheels and axles (47) via bearings 48. The side frames are mounted toopposite ends of a truck assembly bolster 52 via springs 54. A centerbowl 42 is positioned in the center of the top surface of the bolster52. A center pin 56 projects upwards from the center of the center bowl.Truck assembly 22 b (FIG. 1) features a similar construction.

As illustrated in FIG. 4, the center plate 38 of FIG. 2 fits into androtates within the center bowl 42 of FIG. 3 of the truck assembly. Thecentral opening 40 of the center plate receives the center pin 56 of thetruck assembly. The center plate thus is the component of the rail carthat provides positioning of the railcar truck assembly and allowsrotation of the truck assemblies while the railcar negotiates rail trackcurvature.

In accordance with an embodiment of the system and method of the presentinvention, a center plate load transducer is fabricated to replicate thecenter plate 38 of FIGS. 2 and 4 and replaces it so as to be capable ofmeasuring a component of the weight of the tank car load whilefunctioning as a center plate. An embodiment of the center plate loadcell is indicated in general at 62 in FIGS. 5 and 6. As illustrated inFIGS. 5 and 6, the center plate load cell utilizes a series of straingage pairs 64 a-64 d positioned in an annular machined groove 66 tomeasure the strain in the steel material of the load cell. Each straingage pair includes first and second strain gages that are secured oneeach to opposing portions of the groove side walls and are electricallyconnected in series. As explained in greater detail below, the straingages are wired into a Wheatstone bridge circuit to make the centralplate load cell sensitive enough and capable of measuring within a fewpounds of the total 286,000 lb. (for example) railcar. The center plateload cell also includes a central opening 68 that receives the centerpin 56 (FIG. 3) of the truck assembly.

The central plate load cell therefore features a safe, secure andnon-conspicuous mounting location that enables it to withstand therigors of the railcar environment.

The specific load cell structure illustrated in FIGS. 5 and 6 representsan example only. Other devices or structures may be used as long as theymay be mounted between the underside of the body bolster (24 a of FIGS.1 and 2) and the center bowl (42 in FIGS. 3 and 4) of the truckassembly. For example, suitable center plate load cells or transducersinclude the Model RT load cell available from DJ Instruments ofBillerica, Mass. Alternatively, a load cell may be used that attaches tothe bottom surface of the existing center plate. Such a load cell ispresented in U.S. Pat. No. 6,441,324 to Stimpson.

In accordance with the present invention, the center plate load cell issupplemented with side bearing load cells to more accurately determinethe weight of the tank car load, as will now be explained.

As illustrated in FIG. 3, the truck assembly is also provided with apair of side bearings, indicated in general at 72 and 74. When the truckassembly and body bolster are assembled, they are in alignment with thecorresponding side bearing plates, illustrated at 76 and 78 in FIG. 2,positioned on the bottom flanges 34 and 35 of the bolster webs 28 and32. The side bearings and corresponding side bearing plates function tocontrol railcar rocking and rolling.

As illustrated in FIGS. 3 and 7, the side bearings 72 and 74 may includedouble rollers 82 a-82 d. In such an embodiment, the side bearingplates, indicated in general at 78 in FIGS. 7 and 9, include a sidebearing plate bracket 84 and a side bearing plate shim 86 mounted to thebottom surface of the bracket 84. As illustrated in FIG. 9, the rollers82 a and 82 b are mounted in a roller cage 92 positioned on the topsurface of the truck assembly bolster 52. The remaining side bearingsand side bearing plates feature a similar construction.

In an alternative embodiment, the side bearings may take the form of afriction pad, indicated at 94 in FIGS. 8 and 10 and positioned on thetop surface of the truck assembly bolster 52. As illustrated in FIG. 10,the friction pad may include a base portion 96 and a pad of fictionmaterial 98 positioned on the base portion. As illustrated in FIGS. 8and 10, the side bearing plates take the form of shims 102 mounted tothe underside of the bottom flange 35 of the bolster web 32. Theremaining side bearings and side bearing plates feature a similarconstruction.

Another option for the side bearings and side bearing plates is theconstant contact style illustrated in FIG. 11. In this embodiment, eachside bearing includes a housing 104 positioned on the top surface of thetruck assembly bolster 52 that contains a resilient member 106constructed of rubber or a similar resilient but durable material. Theside bearing plates take the form of shims 108 mounted to the undersideof the bottom flange 35 of the bolster web 32. The remaining sidebearings and side bearing plates feature a similar construction. Theconstant contact side bearings use the resilient members to keepconstant contact with corresponding side bearing plates withoutrequiring a specified gap between them.

As noted previously, the vast majority of a railcar weight is locatedabove and through the center plate. Because of rail track curvature,banking and other irregularities, however, all railcars allow for somesideways rock and roll. In this case, the railcar rocks, or pivots, onthe center plate load cell 62. As also noted previously, the amount ofrock and roll a railcar exhibits is controlled by the side bearings.Under most conditions, moving or stationary, a railcar will be leaningto one side and on one of these side bearings. Therefore, to measure thetrue amount of weight, the outputs of the center plate and side bearingload cells must be summed to calculate the total railcar weight. Thecircuitry of the combined loads cells accounts for the total weight ofthe railcar load.

As illustrated in FIG. 9, in an embodiment where the side bearingsinclude double rollers, strain gages 110 a-d are positioned on the topsurface of the each side bearing bracket (84 in FIG. 9). The straingages measure the strain in the steel material of the side bearingbrackets. The strain gages therefore convert the side bearing bracketsinto side bearing load cells.

A similar approach is used to form the side bearing load cells in FIG.10. More specifically, as illustrated in FIG. 10, strain gages 112 a-dare positioned on the top surface of the bottom flange 35 of the bolsterweb 32 so as to be positioned over the side bearing plate shims 102. Thestrain gages measure the strain in the steel material of that portion ofthe flange. The strain gages therefore convert at least a portion ofeach bottom flange into a side bearing load cell.

A similar approach is used to form the side bearing load cells in FIG.11. More specifically, as illustrated in FIG. 11, strain gages 114 a-dare positioned on the top surface of the bottom flange 35 of the bolsterweb 32 so as to be positioned over the side bearing plate shims 108. Thestrain gages measure the strain in the steel material of that portion ofthe flange. The strain gages therefore convert at least a portion ofeach bottom flange into a side bearing load cell.

Alternatively, the strain gages may be positioned on one of more of theshims 86, 102 and 104 of the side bearing plates of FIGS. 9, 10 and 11,respectively, to form the side bearing load cells. As a furtheralternative to the embodiments of the side bearing load cellsillustrated in FIGS. 9-11, the Model PD side bearing load cell from DJInstruments of Billerica, Mass. may be used.

In a preferred embodiment of the invention, the system includes threeload cells (one center load cell and two side bearing load cells) placedat one end of the railcar as described above. Since most all railcarsride on near level tracks, the system needs to only measure the weightat one end of the railcar and double the weight measured by the one end.Placing the load cells and associated components at only one end of therail car reduces costs, complexity and the chances of damage byapproximately one half.

A schematic illustrating the center plate load cell 62 and each of thetwo side bearing load cells 76 and 78 is provided in FIG. 12. Acorresponding signal processing flow chart is illustrated in FIG. 13.While FIGS. 12 and 13 address the embodiment of FIGS. 2-7 and 9, wherethe side bearings include double rollers, it is to be understood thatalternative embodiments, such as those including the side bearings ofFIGS. 10 and 11, and others, would feature a similar operation.

In the schematic of FIG. 12 and flow chart of FIG. 13, the side loadbearing plate 76 of FIG. 2 features the same construction as illustratedfor side load bearing plate 78 of FIGS. 7 and 9 and is equipped withstrain gages 120 a-120 d (FIG. 12). As described above, the side loadbearing plate 76 of FIG. 2 is aligned with the double roller side loadbearing 74 of FIG. 3.

As noted with reference to FIGS. 5 and 6, each of the strain gage pairs64 a-64 d of the center plate load cell 62 features first and secondstrain gages that are connected in series. As a result, resistor 64 a inFIG. 12 actually represents two strain gages connected in series. Thesame applies for resistors 64 b, 64 c and 64 d in FIG. 12. The remainingresistors illustrated in FIG. 12 (110 a-11 d and 120 a-120 d) eachcorrespond to a single strain gage of the side bearing load cells.

As illustrated in FIG. 12, the strain gages of each load cell areconnected in the form of a Wheatstone bridge circuit with the Wheatstonebridge circuits connected in parallel. The entire circuit is subject toan excitation voltage applied across positive and negative terminals 122and 124. The excitation voltage preferably comes from a battery mountednear the center plate load cell having a minimum voltage of 5 volts.Higher voltages are preferable, however, since the output of the circuitof FIG. 12 is proportional to the input voltage. As an example only,resistors 110 a-110 d and resistors 120 a-120 b may each have aresistance of 2000 ohms. Resistors 64 a-64 d may each have a resistanceof 4000 ohms.

Each load cell is calibrated so that no unbalance in all of theWheatstone bridge circuits of FIG. 12 corresponds to an unloadedcondition for the tank car. In other words, when the tank car isunloaded, current flow through resistors 110 a and 110 c is the same ascurrent flow through resistors 110 b and 110 d, current flow throughresistors 64 a and 64 c is the same as current flow through resistors 64b and 64 d and current flow through resistors 120 a and 120 c is thesame as current flow through resistors 120 b and 120 d. This results inno signal at output terminals 126 and 128. When each load cell isloaded, the resistances of the load cell's strain gages are altered dueto strain in the load cell material (preferably steel) so that thecorresponding Wheatstone bridge provides an analog signal. The loadcells are calibrated so that, when the individual load cell signals aresummed, they provide an output signal that corresponds to the weight ofthe tank car load. The summed output signal is provided at outputterminals 126 and 128. When the tank car is in a non-tiltingorientation, and all of the load is concentrated on the center plateload cell 62, the total output from terminals 126 and 128 will equal theoutput signal from the center plate load cell only (since the sidebearing load cells are unloaded and thus produce no output signal). Ifthe tank car is tilting, one of the side bearing load cells is loaded,and thus produces a corresponding signal. This signal is in added to thesignal produced by the center plate load cell, which is also carryingsome of the load, and the result is provided as a signal correspondingto the weight of the tank car load at output terminals 126 and 128.

In FIG. 13, the summed output signal of the load cells from outputterminals 126 and 128 is represented as summing junction 130. The summedoutput signal is provided to a signal conditioner 132. Signalconditioner 132, which may be a microprocessor, CPU, or any suitableelectronic device known in the art, amplifies the summed signal from theload cells generally filters the signal, removing high frequency noise,EMF interference, radio interference and the like as is known in theart. After being conditioned, the signal is applied to ananalog-to-digital converter 134 which converts the summed analog outputto a digital signal of sufficient resolution to indicate the weight ofthe tank car load. The digital signal may then be converted intotelemetry by a transceiver 136 and transmitted to a receiver 137 fordisplay on a digital indicator 139 which may be, for example, a computerdisplay or workstation or the like. In addition, or alternatively, afterthe analog-to-digital converter, a digital-to-analog converter 140 maybe used to provide an analog signal indicative of weight. This analogsignal is converted to telemetry by a transceiver 142 and transmitted toa receiver 144 for viewing at analog display 146 which may be, forexample, a computer display or workstation or the like. The conditioner,converter and transceiver components of FIG. 3 should be attached to thetank car body bolster, on top of the tank, or in another securelocation. Options for communicating data from the load cells to theconditioner and other components and for transmitting the telemetry willbe described below.

In an alternative embodiment, each load cell may have its own dedicatedbattery with the outputs still summed as illustrated in FIGS. 12 and 13and described above. Alternatively each load cell may feature atransmitter that transmits the output for each individual load cell to acentral processing unit (such as conditioner 194 of FIG. 1, describedbelow) that sums and conditions the signals as illustrated in FIGS. 12and 13 and described above.

The present invention therefore recognizes that while railcars aresimple in design, they offer little in terms of protected areas to mountequipment. Furthermore, some major components, such as truck assemblies,are regularly removed, repaired and replaced. Most times they arereplaced with different, remanufactured assemblies. Therefore, mountingany telemetry system components to the truck assembly, such as the loadcells of the invention, is prohibitive. According to the embodiment ofthe present invention described above, the main body (non-truck or otherremovable railcar structures) is the preferred mounting location forload cells, transducers or sensors and related components. In otherwords, such devices are mounted on-board of the body of the railcaritself.

An embodiment of the system for transmitting and receiving the datacollected by weighing system described above is provided in FIG. 14. Itshould be noted that the term “remote” as used herein means any locationthat is not on-board the tank car. Such a location may be next to thetank car, such as in a rail yard, or a location that is cross countrywith respect to the location of the tank car.

As illustrated in FIG. 14, the telemetry data from the tank cartransceivers (136 and/or 142 in FIG. 13) may be transmitted to ageo-stationary communications satellite 152 and/or a cellular system 154to one or more remote receiving station(s) 156. The receiving stationtransmits the data via the Internet 158 to a web based portal 160 whichis accessible by a user via a workstation 162. Data collected andtransmitted can be from a stationary or moving railcar. Location datamay be generated by Global Positioning System (GPS) satellite technology164.

As illustrated in FIG. 1, the railcar 20 may feature a number ofadditional transducers or sensors in addition to the weighing systemload cells presented above with regard to FIGS. 1-13. As shown in FIG.1, the transducers and sensors may include a temperature sensor 172, formeasuring both the temperature inside and outside of the tank car, apressure sensor 174 for measuring the pressure within the tank car, aproximity switch 176 for the manway cover (to determine if it is open orclosed), accelerometer (to record longitudinal, lateral and verticalforces) and motion sensors 178, a vessel corrosion sensor 180, a vaporand leak detection sensor 182, a video, infrared and tampering sensor184, a handbrake and motion sensor 186, a bearing condition sensor 188,a valve operation sensor 192 and stress detection sensors 194. As anexample of use, the pressure sensor 174 and manway cover switch 176 ofFIG. 1 may alert personnel if a chemical tank car hatch cover or valveis opened. They also alert personnel if a box car, auto rack car orfood/grain hopper cars has been opened or breached.

Outputs from all of the transducers and sensors of the railcar of FIG. 1may be combined together to electronically represent the status, healthor condition of any railcar. Each of the load cell, transducer andsensor devices on the railcar must communicate with the railcar signalconditioning and converter components 194 and transceiver 196 fortransmission in accordance with FIG. 14.

Getting the load cell, transducer and sensor data to the railcar signalconditioning and converter components 194 and transceiver 196 requires acommunication means such as wire, fiber optic or wireless means. Somesensors require one of these methods for proper operation, but mostsensors car be transmitted by any means. The most preferred method iswireless communication. This allows for ease of application, less laborand materials, is less conspicuous and eliminates the need to route andconceal cables/wires per AAR/FRA rail regulations. Suitable wirelesstechnology is available from IONX LLC of West Chester, Pa. and makes theapplication of the load cells, transducers and sensors easier andcheaper. The wireless technology also provides superior communicationfrom the sensors to the on-board conditioning and converter componentsand transceiver because each sensor is also a “smart” transceiver whichwhen combined (networked) with other “smart” transceiver sensors,communicate (talk) to each other to identify and redirect the signalamong the sensor network to provide the best transmission path tominimize interference, maximize signal strength and demand the leastamount of power.

In an embodiment of the system, wireless sensors are set up in awireless network with each sensor (node) having its own power source andtransceiver. Nodes can communicate with other nodes and determine thebest path of communication and minimize power requirements to reach therailcar conditioning and converter components and transceiver.

The railcar conditioning and converter components and transceiver 194and 196 of FIG. 1 can be contained in a single housing that can alsohouse generic sensors, such as ambient air temperature, humidity,acceleration, motion detection and other sensors not havinglocation-specific requirements.

There could be times when the railcar is on track with a slightelevation. This scenario may lead to inaccurate measurement at the oneend of the railcar because of the weight shift away or towards thatmeasured end of the car. To compensate for this uneven condition andallow for the proper weigh to be expressed, an electronic inclinometermay be added to detect the degree of inclination and through analgorithm within the signal processor, correct the signal output torepresent the calculated right of the railcar.

As noted previously, after sensor data is collected and conditioned, itsent to the transceiver 196 (FIG. 1), which allows communication viasatellite, cellular or RFID (not illustrated in FIG. 14) to thereceiving station 156 (FIG. 14). The transceiver may contain thereceiver/CPU and a GPS transponder which interacts with the U.S. Federallocation satellites. This feature gives location, altitude, speed andother features offered by conventional GPS capabilities. The GPS andsensor data is then transmitted via a modem in the specified form oftransmission along with the remaining railcar telemetry data.

Once the condition or sensor data is received by the end user, the datacan be further combined for additional value. In certain cases, thequality, value and safety of the shipped commodity, like chemicals inrail tank cars, is dependent on the way it is handled during shipmentsuch as the rate of rise or fall of temperature or pressure and themagnitude of impact forces during rail movement.

The system may include redundancy sensors that ensure false positivereading do not occur. If a false positive were to happen, it may resultin a team of safety or engineers to respond to an event in the middle ofthe country (at great expense) only to find the sensor was defective ornot operating properly. An example of a redundancy sensor would be thehatch cover “open” sensor that detects tampering if the hatch cover isopened while the railcar is in transit. The hatch cover sensor availablefrom by IONX LLC of West Chester, Pa., has a proximity switch thatbreaks the electrical contact when the hatch is opened, but it is alsocombined with an inclinometer sensor. If the proximity switch is opened(hatch open), but the inclinometer says there is no change in theinclination, there will be a false positive alarm generated, promptingfailure investigation before spending time and money to respond.

A preferred method to add value to data generated by the system is byassociating the location data (GPS) with information stored in theon-board memory of microprocessors in the on-board transceiver. In thecase with chemical rail tank cars, the commodity description is loadedinto the memory along with important HAZ MAT information and instructionto be used in the case of emergency or inspection. Several benefits areidentified with this synergistic method.

In the case of an accident, this system can report to local, state andfederal authorities, first responder HAZ MAT teams and shippers theexact location, chemicals involved and the chemical safety and emergencyrequirements for this type of accident. By instant knowledge andmonitoring of temperature and pressure change, the system can also alertagencies and local responders the severity of the chemical leak or leakrate of the accident which will determine their containment plan.

The location data (GPS) can also provide authorities and shippersimportant national security information. It is known that the Departmentof Homeland Security (as demonstrated by their funding of the FreightRail Security Program) is interested in the movement of TIH (ToxicInhalation Hazards) chemicals such as Chlorine and Anhydrous Ammoniumthrough HTUA (High Threat Urban Area) cities (there are approximately 62HTUA cities in the US; such as Chicago, Houston, Washington, etc.). Whenchemical tank cars are identified by this system of carrying TIHmaterial, they can be monitored by the DHS to determine if these TIHcars are in a HTUA city during times of interest or emergency. Thissystem along with the GPS provider or other providers can create whatare called Geo-Fences which is a virtual (overlaid on a map) coordinategrid established around the known HTUA cities. With such a system, thetank car information along with its GPS capability can cause an alarmwhen the TIH tank car enters, exits or passes through the virtualGeo-Fence established for these cities.

Another benefit of combining sensor data is to aid the monitoring by thesecurity agencies (DHS, Fed, State) or shippers by identifying thecondition or risk of the tank car transporting the TIH. During times ofemergency, responders are aided by minimizing and simplifying theirduties. A tank car that is identified as a TIH tank car but is emptyposes little threat or risk and can be one less point of concentrationor monitoring. By combining the car weighing system and the GPS data,the transmitted signal of an empty TIH car when placed on a map canproduce, for example, a color green (empty) as opposed to a color red(loaded).

There is much attention given to transporting TIH chemicals on the railand public safety and ability to address an accident to protect thepublic is very important. Again, by combining several of the componentsof the system with information available on the internet and otherelectronic environments, public safety risk can be reduced. If anaccident were to occur and/or a spill is detected by the system,notifications can be sent to authorities, shippers and responders theexact location of the accident. The message or notification could pullup Google Maps to identify location and contact phone numbers of publicfacilities, state/local buildings, schools, local hospitals or otherplaces where people reside. Current weather maps could be pulled up toidentify wind speed and direction to identify propagation of toxic cloudmovement.

Data received by sensors indicating the conditions in which railcars arehandled and/or damaged is not only useful in identifying the where, howor who caused the damage, but real-time, in-service empirical data canbe used by design engineers to redesign and potentially prevent damagein the future.

Sensors such as crack detectors, strain gages, corrosion severitydetectors and impact accelerometers can be used to trigger alarmsindicating the rail car is about to incur a critical failure and shouldbe flagged and pulled out of service before an incident occurs.

Accelerometer sensors can provide data that can be calculated intoimpact force by using the F=MA formula since the mass of the railcar andacceleration are known. Impact force is very useful when identifyingaggressive train car handling that causes damage. This excessive forcenot only can damage the commodity being transported, but is a major costfor the repair and upkeep of railcars which are highly regulated andmust pass physical inspection to insure safe operation. Knowing where,when and how these large impact forces occur will not only help in theresolution of legal and financial issues, the data can be used preventthese excessive handling occurrences from happening in the future.

Once data is received by the end user (such as receiving station 156 orportal 160 in FIG. 14), it is loaded into a website or computer basedsoftware program capable of sorting, running calculations, manipulatingand displaying data in formats that benefit the end user. The preferredsoftware is provided by IONX LLC of West Chester Pa., who has developedthe website which can display and run calculations to provide the neededinformation for the end user. Third party software can be further usedto run calculations or assimilate into other data formats for other usesof the data. For instance, the Federal Railway Association (FRA) andrailroad industry has a railcar information system called UMLER(Universal Machine Language Equipment Register). This system keeps trackof all pertinent information about that particular railcar such asinspection interval, accident history, repair history, type of car andcommodity, features and equipment on the cat and builddate/manufacturer. Most all this data can be stored on an on-boardmicroprocessor used by the system transceiver. This data can be sentdirectly to the UMLER data base eliminating the manual inputting of dataand any delays or errors that may occur when done manually.

The collective data provided by this system, in particular, the carcommodity weight, condition, date/time and location is of particularvalue to the shipper and customer of the commodity being transported.Typically these aforementioned parameters are generated by varioussystems (some being hand written or manual) and collected to make thesale and receipt of commodity inventory and transaction happen. With allthese parameters provided in a single electronic format and signal, itcan be streamed into a company's inventory management system or businesssystem. The data from this system, containing product type, quantity,quality, location and date can drive inventory systems, invoicing,replenishment, order entry, performance histograms and other automatedbusiness systems to reduce cost, improve delivery, improve quality andreduce ship time.

While the preferred embodiments of the invention have been shown anddescribed, it will be apparent to those skilled in the art that changesand modifications may be made therein without departing from the spiritof the invention, the scope of which is defined by the appended claims.

What is claimed is:
 1. A system for tracking and detecting a conditionof a tank car containing a hazardous commodity comprising: a) a pressuresensor for measuring a pressure within the tank car; b) a firsttemperature sensor adapted to measure a temperature outside of a tank ofthe tank car; c) a second temperature sensor adapted to measure atemperature inside of the tank of the tank car; d) a global positioningsystem transponder adapted to be positioned on the tank car; e) amicroprocessor having a memory, said microprocessor and memory adaptedto receive and store hazardous commodity emergency response data; f) atransceiver adapted to communicate with the pressure sensor, the firsttemperature sensor, the second temperature sensor, the globalpositioning system transponder, and the microprocessor so as to receivecondition data from the pressure sensor, the first temperature sensor,the second temperature sensor, location data from the global positioningsystem transponder and the hazardous commodity emergency response datafrom the microprocessor memory; g) said transceiver adapted to transmitthe condition data, the location data and the hazardous commodityemergency response data to a receiving station remote from the tank car.2. The system of claim 1 further comprising a proximity sensor adaptedto be mounted on a lid of a manway cover of the tank car so as to detectwhen the lid of the manway cover has been opened.
 3. The system of claim2 further comprising an inclinometer adapted to be positioned on thetank car and wherein said transceiver is adapted to communicate with theinclinometer so that data from the proximity sensor and the inclinometermay be transmitted to a receiving station remote from the tank car. 4.The system of claim 1 further comprising an accelerometer adapted to bepositioned on the tank car and wherein said transceiver is adapted tocommunicate with the accelerometer.
 5. The system of claim 1 furthercomprising a motion sensor adapted to be positioned on the tank car andwherein said transceiver is adapted to communicate with the motionsensor.
 6. The system of claim 1 further comprising a video sensoradapted to be positioned on the tank car and wherein said transceiver isadapted to communicate with the video sensor.
 7. The system of claim 6wherein the video sensor is an infrared sensor.
 8. The system of claim 1wherein the microprocessor and transceiver are adapted to be positionedon the tank car.
 9. The system of claim 1 wherein the hazardouscommodity emergency response data includes a description of thehazardous commodity and information and instructions for use during anemergency or inspection.
 10. A tank car having a tracking and conditiondetection system for hazardous commodity loads comprising: a) a bodyincluding a tank with a manway cover having a lid; b) a pressure sensorfor measuring a pressure within the tank car; c) a proximity sensormounted on the lid of the manway cover of the tank so as to detect whenthe lid of the manway cover has been opened; d) a global positioningsystem transponder positioned on the tank car body; e) a microprocessorhaving a memory, said microprocessor and memory adapted to receive andstore hazardous commodity emergency response data for a load; f) atransceiver in communication with the pressure sensor, the proximitysensor, the global positioning system transponder and the microprocessorso as to receive condition data from the pressure sensor, the proximitysensor, location data from the global positioning system transponder,and the hazardous commodity emergency response data from themicroprocessor memory; g) said transceiver adapted to transmit thecondition data, the location data and the hazardous commodity emergencyresponse data to a receiving station remote from the tank car.
 11. Thetank car of claim 10 further comprising a first temperature sensoradapted to measure a temperature outside of a tank of the tank car and asecond temperature sensor adapted to measure a temperature inside of thetank of the tank car and wherein said transceiver is in communicationwith the first and second temperature sensors.
 12. The tank car of claim10 further comprising an inclinometer positioned on the tank car bodyand wherein said transceiver is in communication with the inclinometerso that data from the proximity sensor and the inclinometer may betransmitted to a receiving station remote from the tank car.
 13. Thetank car of claim 10 further comprising an accelerometer positioned onthe tank car body wherein said transceiver is in communication with theaccelerometer.
 14. The tank car of claim 10 further comprising a motionsensor positioned on the tank car body wherein said transceiver is incommunication with the motion sensor.
 15. The tank car of claim 10further comprising a video sensor positioned on the tank car bodywherein said transceiver is in communication with the video sensor. 16.The tank car of claim 10 wherein the microprocessor and transceiver arepositioned on the tank car body.
 17. The tank car of claim 10 whereinthe hazardous commodity emergency response data includes a descriptionof the hazardous commodity and information and instructions for useduring an emergency or inspection.
 18. A method for remotely trackingand determining a condition of a tank car containing a hazardouscommodity comprising the steps of: a) detecting a leak in a tank of thetank car using a pressure sensor measuring the pressure with the tank ofthe tank car and a proximity sensor adapted to be mounted on a lid of amanway cover of the tank car so as to detect when the lid of the manwaycover has been opened; b) determining a temperature outside of the tankof the tank car by a first temperature sensor; c) determining atemperature inside of the tank of the tank care by a second temperaturesensor; d) determining a location of the tank car using a globalpositioning system transponder positioned on the tank car; e) storingemergency response data for the hazardous commodity contained in thetank car in a computer memory; f) providing data from the pressuresensor, the proximity sensor, the first temperature sensor, the secondtemperature sensor, the global positioning system transponder, andcomputer memory; g) transmitting the data from a transceiver to thepressure sensor, the proximity sensor, the first temperature sensor, thesecond temperature sensor, the global positioning system transponder,and computer memory to a receiving station remote from the tank car. 19.The method of claim 18 wherein the emergency response data stored forthe hazardous commodity includes a description of the hazardouscommodity and information and instructions for use during an emergencyor inspection.
 20. The method of claim 18, wherein the computer memoryand the transceiver are positioned on the tank car body.